Fuel oil carburetor burner



Wma 4 1952 J. soNTAG 2,6%492 FEL OIL CARBURETOR BURNER Filed March 31, 1945 2 sHEETs-SHEET 1 4, 1952 J. soNTAG 2,616,492

FUEL on. CARBURETOR BURNER n Filemarch m, 1945 I 2 srmETs-SHEET 2 IHM??? for LfOSep 5027329 www Ugh@ Patented Nov. 4, 1952 UNITED STATES PATENT OFFICE 2,616,492 FUEL oIL cAnnURE'roR BURNER Joseph Sontag, Chicago, Ill.

Application March 3,1, 1945, Serial No. 585,847

This invention relates to carburetors. An object of my invention is to provide a carburetor for producing an explosive mixture from crude oils, distillates or any heavy liquid fuellforv when thoroughly mixed with the proper quantityV of air will effectively operate an engine when ignited under varying conditions of temperature.

A still further object ofA the invention is the'rv provision of a carburetor in which heavy fuel is burned to furnish heat for atomizing additional heavy fuel in the carburetor for Combustion in the engine and for mixing the products of such burning with such additional fuel.

It is an additional'object to provide a carburetor in which the fuel to be burned in the engine is heated to a vaporized state.

14 Claims. (Cl. 158-53) 2 an internal combustion engine and may be used with down draft or up draft to the engine. A throttle valve 34 is located in the portion 32 and is operated in the usual manner.

The air inlet pipe or conduit 22 is provided with a flap valve 36 adjusted and controlled as by .a choke rod or wire 38, operating through a tensioning device 40, if desired, and delivers air through a passage 42 to the mixing chamber 2B.

No detailed description of the float chamber 24 will be given since it may be of standard or any other suitable construction and receives fuel, such as heavy oil, kerosene, or the like from a pipe 44 past a float-controlled valve 46 so that, when the float 118 is raised by a predetermined level of liquid in the chamber, the Valve 4B will cut oif further ow of oil to the chamber.

The generator 3U comprises an inverted cupshaped housing 56 having a heater chamber desig- A still further object is to provide means for inhibiting the production of free carbon incidental to the burning of heavy fuel oil in an automobile.A

or other relatively high compression engine.

Further objects and advantages of my invention will appear as the description proceeds.

The invention will be better understood upon reference to the following description and accompanying drawings, in which:

Fig. 1 is a vertical longitudinal section of an illustrative embodiment of my invention, taken along the line l--I' of Fig. 2.

Fig. 2 is an enlarged fragmentary top plan sectional view taken along the line 2`2 of Fig. 1.

Fig. 3 is a fragmentary vertical section taken along the line 3.-3 in Figs. 2 and 8.

Fig. 4 is an enlarged fragmentary inside elevational view showing.r a portion of the flame ring and associated spark plug, taken as indicated by the line 4-4 inFig. 2.

Referring now more particularly to the drawings, it will be seen that the device is composed of several parts which may be made in separate pieces or the whole may be cast as a unit. It may comprise a body portion 2|! having an integrally formed air inlet conduit 22 and a float chamber 24. The oat chamber may be connected as at 25- to the body 20 integrally or otherwise.

The body 20 includes a mixing chamber 28 (Fig. 1) and a fuel vapor generator generally designated by the numeral which is located below and communicates with the mixing chamber.

The body 20 has an upwardly extending portion 32 connected to the usual intake (not shown) of is a tube 90 having perforations 92.

nated by the numeral 52 and a converter chamber designated by the numeral 54 (see Fig. 1), the last named chamber being in communication with the mixing chamber 28 at a point where the air from the air inlet pipe 22 enters the mixing chamber.

The rim or lip of the inverted cup-shaped member 50 rests upon a base plate 53. Screws 56 threaded into openings in the side Wall 58 at the lower end of the body 25, the cup-shaped member 50 and an upstanding inner flange 6D on the base plate53 hold the parts in assembly.

In accordance with my invention, the heater chamber 52 includes a burner, indicated generally at 6I (Figs. 1, 2 and 3), comprising preferably a metal ring 62 of U-shaped or channel crosssection, having holes 64 in the bottom thereof and a verticalrkeyway 65 (Fig. 2) in which is nested a porcelain or other electrical insulation ring 66 of U-shaped or channel cross-section having a series of holes B8 in the bottom thereof and a vertical key 69 which, when fitted in the keyway (i5, completely registers the holes B8 with the holes 64. A split ring 1U is nested in the porcelain ring 66 and has vertical corrugations 12 and, above the channel rings, prongs or fingers 14 which are ex'- tensions of the corrugations 12. The ring 62 is press fitted or otherwise secured about a collar or sleeve 16.

To conduct fuel oil to the burner, I provide an outlet 18 from the float chamber 24 and connect thereto a branch leading through a valve 82 to an elbow 84, an arm .86 of which is threaded as at 88-in the lower part 58 ofthe body 2U (Figs. 2 and 3). Within and spaced from the arm 86 The tube 90 has an end 64 passing through the inverted cup 50 and a washer 96 and is threaded into a plenum chamber 98 of substantially L-shape in crosssection secured as at to the sleeve 16. The chamber 98 has a vertical wall I 0| between which and the bottom of the channel ring 62 outwardly of the holes 64 in said ring is disposed suitable sealing means comprising a gasket |02 to seal the juncture. A nut |03 threaded t0 the outer end of the perforated tube 96 is drawn tight against the elbow 84 to prevent leakage. The corrugations 12 in the split ring 10 provide alternate vertical passages |04 and |06 communicating with the holes 64 and 68 in the channel rings 62 and 66.

It will now be apparent that the liquid fuel entering the elbow arm 65 will be drawn by the engine suction through the perforations 92 into the tube 90, to the plenum chamber 98, thence through the openings 64, 68, |04 and |06 to and along the prongs 14 and to the tops ofthe channel rings 62 and 66 at the bases of the prongs.

The split ring serves as a flame ring and is preferably made of metal of high electrical resistance, such as molybdenum, of a thickness on the order of about 0.005", more or less. The ends of the flame ring are folded back as shown at |08 and ||0 (Fig. 2) one or more times to provide sucient thickness for tapped holes 2 and 4 for the reception of screws ||6 and I8, respectively. The screw ||6 is also threaded in a wall of the outer channel ring 62 and thereby grounds one end of the ame ring 10. The screw ||8 passes over the outer channel ring 62 and is insulated from the housing 50 and body 20 by a sleeve and is connected by a wire |22 to the movable contact |23 of the starter button switch |24, the other contact |25 of which is connected with the ignition switch |26 and thence with the hot side of the automobile battery |28. As usual the starter switch also controls the starting motor |30. A wire |32 leading from the starter switch contact |23 is connected to the primary side |34 of a spark intensifier |36, the secondary |31 of which is connected by a wire |38 to a spark plug |40 screwed into and thereby groundedy by the body 20, said plug having its points |42 and |44 preferably disposed adjacent a prong 14 (Fig. 4)

The sleeve 16 may rest on a screen or perforated disc |46 (Fig. 1) in the base cap 53. Below the disc |46 is a rotatable valve plate |48 having a series of holes |50 adapted to be placed in and out of complete register with a similar series of ports |52 in the base cap 53 and leading to the atmosphere, the sleeve 16 substantially overlying the centers of the holes and ports. The bottom of the sleeve 16 is preferably perforated as at |54 so that the air will pass upwardly with equal force on both sides thereof, to insure perfect combustion of the fuel at both sides of the prongs 14. The base cap 53 has an upstanding sleeve boss |55 about which is disposed a washer spacing the disc |46 from the plate |48.

Assuming the ignition switch |26 to be closed, then when the starter button |23 is depressed, the starter switch |24 closes, whereupon the motor turns over the engine, which draws fuel up the sides of the generator flame ring 10 and the prongs 14 thereof and air through the discs |46 and |48 to the opposite sides of the prongs. The closing of the starter switch also completes a circuitl through the flame ring 10, which, due to its high electrical resistance, becomes heated and vaporizes the oil in contact therewith, particularly below the prongs, since at the prongs the resistance to the flow of the current is less and hence the prongs are not heated as much. The closing of the starter switch also completes a circuit which energizes the spark intensifier |36, whereupon a spark jumps between the spark plug points |42 and |44, igniting the combustible mixture of the vaporized oil and the air also drawn upward through the openings |50 and |52 by the engine suction. The resulting flame vaporizes the fuel along the prongs, and the air supports combustion of that vapor also. The continued upward flow of the air and fuel due to the engine suction and vaporization of the fuel on the sides of the flame ring maintains a continuous flame, so that the starter button can be released promptly. The heater chamber 52 is thereby heated to and maintained at a high temperature to thereby heat the conversion chamber 54 for vaporizing the fuel to be consumed by the engine, as will appear.

The rate of flow of air through the ports |50 and |52 is controlled by the valve plate |48. To this end, I form an arcuate slot |51 in the base cap 53 and dispose therein a pin |58 secured to the valve plate. The pin |58 has a lateral arm with a yoke |60 in which an adjusting screw |54 is received, collars |66 fixed on the screw being disposed on opposite sides of the yoke. The screw is threaded in spaced lugs |68 depending from the base 53, and has a convenient knob |10. It is obvious that turning of the knob will rotate the valve plate |48, and thus vary the eX- tent of registration of the openings |50 with the openings |52,

To conduct engine fuel to the converter 54, I connect a'pipe |12 (Figs. 1 and 2) to the float chamber outlet 18 and to a hollow boss |14 branching from a sleeve |16 which may be integral with the base cap 53. |16 is a valve plunger |18 engageable with a valve seat member |82 threaded within the base cap sleeve vboss |55.' A spring |86 under compression between the lower part of the plunger and a plug |88 closing the bottom of the sleeve |16 tends to seat the plunger and thus close the valve. A hollow branch |90 on the sleeve |16 supports a rock shaft |92 carrying an arm |94 projecting between shoulders |96 on the valve plunger |18, the shaft projecting out of the branch |90 and being there connected to a crank arm |98 connected by a link 200 with an actuating lever 202 secured to a shaft 204 which also controls the throttle valve 34. The valve plunger |18 is narrowly fluted as at 206 to afford passages for the flow of fuel in small streams when the valve is open. y

Within the collar 16 and over the perforated disc |46 is a preferably imperforate baille cup 2|0 disposed about the sleeve boss |55 and spaced from said disc as by a washer 2 I2, the cup being held in place as by a nut 2|'4 threaded on the boss. The cup 2|0 serves as a baffle, causing air which rises into the collar 16 to be guided toward the outer periphery of the cup so as to pass up inthe restricted space or throat 2|6 en route to the inner side of the series of prongs 14 of the ame ring 10, thus providingl a venturi effect.

Spaced above the cup 2|0 is a relatively deep cup 220 which may be held on the sleeve boss |55 as by a flange 222 on the valve seat member |82 and be riveted as at 224 or otherwise suitably secured to the top 226 of the cup housing 50. The cup 220 is preferably imperforate up to a level above the tops of the prongs 14 to insure that substantially all of the air drawn up will be available for the support of combus- Within the sleeve tion at the prongs and to insure that the llame will be confined to the heater chamber 52 and not enter the conversion chamber 54. From said level the cup 220 has a circumferential series of slots 228 serving as a flue through which the products of combustion may escape from the flame or heater chamber 52 and be drawn down, to heat the wall of and thence enter the engine fuel vaporizing chamber 54, as will appear.

The top 226 of the housing 50 has an opening defined by a flange 230 in which is tightly held or secured a sleeve 232 having a bell 234 at its bottom to which is secured a hollow imperforate cylinder 248. Within the lower part of the cylinder 248 is snugly tted a perforated annular plate 242 having small holes 244 and held against creeping as by split spring rings 246 expanding against the cylinder.

Resting on the flange 222 is a frusto-conical cupv 248 on whose rim 258 rest the arms 252 of a spider 254 whose hub 256 rests on the valve seat memberflange 222 and is there secured as bya screw 258 threaded in said seat member. Access to the screw is gained through the central opening 259 in the perforated plate 242. Tongues 260 bent up from the free ends of the spider armsv engage the inner surface of the lower rim of the cylinder 248. Secured as at 254 to and depending from outer portions of the spider arms 252 are baffle members 266. The Valve seat member |82v is formed with ne capillary passages 268 inclined outward and upward toward the baffles 268.

The oil entering the valve seat member |82 when the valve plunger |18 is unseated can escape only through the passages 268, whence it is drawn by the suction of the engine, such passages being preferably quite small so that the oil will issue therefrom in ne streams and impinge on the baiiies 256 to produce a spray or mist. The mist then passes laterally on opposite sides of each spider arm 252 and rises in the spaces between adjacent arms and then passes through the holes 244 in the plate 242, these holes being quite small to further break up any oil globules in the mist. The products of the combustion in the combustion or heater chamber 52 aredrawn by the engine suction radially inward through the slots 228, thence down between the cup 220 and the cylinder 240, thereby heating the cylinder 240, and into contact with the fuel mist formed at the spider 254, and mixes and rises with the mist, imparting heat to the perforated disc 242 also. These gases are quite hot and, coupled with the heat from the cylinder 248 and disc 242, have the immediate effect, upon contact with the mist, of completely vaporizing the same so as to render it suitable, when mixed with the air in the mixing chamber 28, for combustion in the engine.

The burning which takes place in the combustion chamber 52 has another salutary effect. It liberates hydrogen, which unites with the oxygen in the air drawn in, to form water vapor. This vapor is drawn with the other gases of combustion into the vaporizing or conversion chamber 54 and becomes commingled with the mixture to be burned in the engine. It is a well known fact that water Vapor acts as a catalyst to bring about substantially complete combustion of a fuel mixture in the cylinder ofan engine, so that there will be no residue, any free carbon -liberated in the engine comb usticn being united with the oxygen present topass off as carbon dioxide.

I prefer to provide a high resistance primer heating wire 280, say one made of Nichrome, molybdenum, tungsten or other suitable material, in the path of movement of the fuel oil to be burned in the engine, to vaporize a sufficient quantity of the fuel to enable the engine to turn over on its own power immediately after closing of the starter switch |24 so as to cause the engine to produce enough suction in the heating chamb-er to stimulate and hasten ignition of the vapor produced in the combustion chamber 52 of my carburetor. When the starter button |23 is depressed in the conventional or other manner the engine will be turned over and at the same time the current will heat the name ring 10 and generate the rst vapor which will be ignited by the spark from the spark plug |48 associated with the flame ring '16. At the same instant that the starter switch |24 is closed, current will pass through the coil 280 and heat it sufcently to generate or Vaporize the rst gas, and the incoming air from the inlet 22, to be burned by the engine, causing the engine to turn over in the usual manner on its own power. Such operation of the engine, being relatively more rapid than when due to the starting motor, will produce increased suction in the carburetor and bring about enough draft to continuously maintain the flame at the llame ring 18. Ignition at the flame ring takes place after the starter switch is closed for a second or so, and thereupon this switch may be opened, whereupon of course all current in the primer coil 288, spark plug |48 and flame ring 1B ceases to flow although the flame continues heating the fuel in the conversion or vaporizing chamber 54, the engine continuing to run without further aid of electricity as far as the carburetor is concerned.

One end of the coil 28|) may be secured and therefore grounded by the screw 258. The upper part of the coil may pass through an insulating grommet 282 and then continue as at 284 to the starter switch contact |23 so that when the starter switch |24 is closed a circuit is completed through the coil.

When the ignition is shut off, the engine of course stops and so does the flame in the heater 52 due to lack of suction necessary to draw air to support combustion of the flame.

While there is shown and described herein certain specific structure embodying the invention, it will be manifest to those skilled in the art that various modifications and rearrangements of the parts may be made without departing from the spirit and scope of the invention, and that the same is not limited to the particular forms herein disclosed, except insofar as indicated by the appended claims.

I claim:

l. In a fuel oil carburetor, a burner comprising a member having a channel adapted to contain fuel oil, the surface of said channel being non-metallic and heat resistant, and means for heating oil in said channel to a state in which the oil, in the presence of oxygen, is ignitable by a spark, said means comprising an electrical resistor disposed in and extending along and at least substantially throughout the depth of, and of less cross-sectional area than, and having portions between and spaced from the sides of, said channel, the difference between said crosssectional areas being relatively slight, affording ssures for the passage of oil between said resistor and the sides of said channel, means for providing a supply of fuel oil to said channel, and means affording a supply of air adjacent the mouth of said channel.

2. In a fuel oil carburetor, a burner comprising a member having a channel adapted to contain fuel oil, the surface of said channel being non-metallic and heat resistant, and means for heating oil in said channel to a state in which the oil, in the presence of oxygen, is ignitable by a spark, said means comprising an electrical resistor disposed in and extending along and at least substantially throughout the depth of, and of less cross-sectional area than, and having portions between and spaced from the sides of, said channel, the difference between said cross-sectional areas being relatively slight, affording fissures for the passage of oil between said resistor and the sides of said channel, means for providing a supply of fuel oil to said channel, means affording a supply of air adjacent the mouth of said channel, and means for providing a spark adjacent the mouth of said channel.

3. In a fuel oil carburetor, a burner comprising a member having an annular channel of substantially greater height than width and with its mouth uppermost, said member having one or more holes to admit fuel oil to the bottom of said channel, the surface of said channel being nonmetallic and heat resistant, means for heating oil in said channel to a state in which, in the presence of oxygen, the oil is ignitable by a spark, said means comprising an electrical resistor disposed in and substantially throughout the length and depth of said channel and projecting out of said mouth and of less cross-sectional area than said channel and having portions between and spaced from the sides of said channel, the difference between said cross-sectional areas being relatively slight, affording fissures for the passage cf oil between said resistor and the sides of said channel, means for providing a supply of oil to said channel, means affording a supply of air at both sides of the outwardly projecting portion of said resistor, and means for providing a spark adjacent said projecting portion of said resistor.

4. A fuel oil carburetor burner including a member having a refractory-surfaced channel adapted to contain fuel oil, said surface being electrically non-conductive, and means for heating oil in said channel to a state in which the oil, in the presence of oxygen, is ignitable by a spark, said means comprising an electrical resistor disposed in and extending along and engaging longitudinally spaced portions of the surface of said channel.

5. A fuel oil carburetor burner including a member having an elongated refractory-surfaced channel adapted to contain fuel oil, said surface being electrically non-conductive, and means for contacting and heating oil in said channel to a state in which the oil, in the presence of oxygen, is ignitable by a spark, said means comprising an electrical resistor disposed in and extending along and engaging longitudinally spaced portions of the surface of and projecting out of said channel.

6. A fuel oil carburetor burner including a member having an elongated refractory-surfaced channel adapted to contain fuel oil, said surface being electrically non-conductive, and means for heating oil in said channel to a state in which the oil, in the presence of oxygen, is ignitable by a spark, said means comprising an electrical resister disposed in and extending along and substantially throughout the depth of said channel and engaging longitudinally spaced portions of the channel surface.

7. In a fuel oil carburetor, a burner comprising a member having a refractory-surfaced channel open at the top and adapted to contain fuel oil, said surface being electrically non-conductive, and means for heating oil in said channel to a state in which, in the presence of oxygen, it is ignitable by a spark, said means comprising an electrical resistor seated in said channel and engaged with the channel surface and supported solely by said member.

8. In a fuel oil carburetor, a burner comprising a member having a refractory-surfaced channel adapted to contain fuel oil, said surface being electrically non-conductive, and means for heating oil in said channel to a state in which the oil, in the presence of oxygen, is ignitable by a spark, said means comprising an electrical resistor disposed in and extending along and at least substantially throughout the depth of, and having portions engaging and other portions between and slightly spaced from the sides of, said channel, affording fissures for the passage of oil between said resistor and the sides of said channel.

9. In a fuel oil carburetor, a burner comprising a member having a refractory-surfaced channel open at the top and adapted to contain fuel oil, said surface being electrically non-conductive and means for heating oil in said channel to a state in which the oil, in the presence of oxygen, is ignitable by a spark, said means comprising an electrical resistor in the form of a metal band engaging the channel surface and extending along said channel, the faces of said band facing the sides of said channel, portions of said faces being slightly spaced from the sides of said channel, affording fissures for the passage of oil between said faces and the sides of said channel.

10. In a fuel oil carburetor, a burner comprising a member having a refractory-surfaced channel adapted to contain fuel oil, said surface being electrically non-conductive, and means for heating oil in said channel to a state in which the oil, in the presence of oxygen, is ignitable by a spark, said means comprising an electrical resistor in the form of a metal band engaging the channel surface and extending in and along said channel, the faces of said band facing the sides of said channel, portions of said faces being slightly spaced from the sides of said channel, affording fissures for the passage of oil between said faces and the sides of said channel, said band having a series of prongs projecting free of said channel.

ll. In a fuel oil carburetor, a burner comprising a metal support, a refractory electrically nonconductive ring mounted on said support and having an annular channel open at the top and adapted to contain fuel oil, said support and ring having communicating passages for admitting oil to said channel, and means for heating oil in said channel tc a state in which, in the presence of oxygen, it is ignitable by a spark, said means comprising a substantially annular elecrical resistor seated in said channel and having longitudinally spaced portions frictionally engaged with said ring, the remainder of said resistor being spaced from the sides of said channel, said portions being of substantially less area than said remainder of said resistor.

12. In a fuel oil carburetor, a burner comprising a metal supporthaving an annular groove,

a refractory electrically non-conductive ring nested in said groove and having an annular channel open at the top and adapted to contain fuel oil, said support and ring having communieating passages for admitting oil to said chan nel, and means for heating oil in said channel to a state in which, in the presence of oxygen, it is ignitable by a spark, said means comprising an electrical resistor in the form of a substantially annular metal band seated in said channel and insulated by said ring from said support, said band having longitudinally spaced portions frictionally engaged with said ring.

13. 1n a fuel oil carburetor, a burner comprising a metal member having an annular groove open at the top, a refractory electrically nonconductive ring nested in said groove and having an annular channel open at the top and adapted to contain iuel oil, said member and ring having communicating passages for admitting oil to said channel, and means for heating oil in said channel to a state in which, in the presence of oxygen, it is ignitable by a spark, said means comprising an electrical resistor in the form of a substantially annular metal band seated in said channel and insulated by said ring from said member, said band having corrugations extending widthwise thereof and frictionally engaged with and retained by said ring, the areas of engagement between said band and said ring being substantially smaller than the unengaged areas of said band, the thickness of said band being slightly less than the Width of said channel.

14. In a fuel oil carburetor, a burner comprising a horizontal refractory electrically non-conductive ring having an annular horizontal channel open at the top and adapted to contain fuel oil, and means for heating oil in said channel to a state in which, in the presence of oxygenI it is ignitable by a spark, said means comprising a substantially annular electrical resistor frictionallyT engaged with and retained by longitudinally spaced portions oi said ring and seated in said channel, the thickness of said resister being less than the Width of said channel and the major portion of said resistor being spaced from but close to the sides of said channel so that the oil may contact the major portion of said resistor to promote rapid heating of the oil.

JOSEPH SONTAG.

REFERENCES CETED The following references are of record in the 121e of this patent:

UNITED STATES PATENTS Number Name Date 1,060,042 Wales Apr. 29, 1913 1,408,277 Ensign Feb. 28, 1922 1,408,278 Ensign Feb. 28, 1922 1,427,058 Bridgford et al. Aug. 22, 1922 1,427,059 Bridgford et al. Aug. 22, 1922 1,505,240 Bennett Aug. 19, 1924 1,563,987 Homan Dec. 1, 1925 1,941,678 Galina-rd Jan. 2, 1934 2,052,514 Kinsman Aug. 25, 1936 2,056,145 Sherman Sept. 29, 1936 2,057,808 Widegren Oct. 20, 1936 2,141,194 Mundhenk Dec. 27, 1938 2,155,776 Starr Apr. 25, 1939 2,177,849 Roualet Oct. 31, 1939 2,373,759 Hourvitz Apr. 17, 1945 FOREIGN PATENTS Number Country Date 355,683 Great Britain Aug. 24, 1931 

